Valve-gear for steam-engines.



No. 666,646. I Patented Feb. 26, 19m.

0-. .mcxson.

VALVE GEAR FOB STE- All enemas.

(Apphfcction mod my 19, 1900.) (No Iodel.)

2 Sheets-Shoat 1.

61: "0mm mm: 00. PNOTOLITMQ, wumnmu. m c.

Patented Feb. 26, mm.

' 0. JACKSON.

VALVE GEAR FOR STEAM ENGINES. (Applicutionflled gu 19, 1900.

Tbg! palms PIYFR; 60., mom-mun. WWINWOm-ILQ UNITED STATES PATENT OFFICE.

OSWALD JACKSON, OF OA'R-ROLLTON, ILLINOIS.

VALVE-G EAR FOR STEAM-ENGINES.

SPECIFICATION forming part of Letters PatentNo. 668,646, dated February26, 1901.

' Application filed May 19, 1900. berial No. 17,217. (No model.)

To all whom; it nutty concern:

Be it known that I, OSWALD J AOKSON, of Carrollton, in the county ofGreene and State of Illinois, have invented a new and useful Improvementin Valve-Gear for Steam-Engines, of which the following is adescription, reference being had to the accompanying drawings, which area part of this specification.

My invention has relation to improvements in valve-gear forsteam-engines, being adaptable to any common slide-valve of astationary, traction, or locomotive engine.

The primary object of the invention is to provide an improvedconstruction whereby steam may be automatically cut off from thecylinder as the load on the engine may vary.

With the above primary object and other incidental objects in' View theinvention consists of the devices and parts or their equivalents, ashereinafter more fully set forth.

In the accompanying drawings, Figure 1 is a plan view of the completemechanism. Fig. 2 is a side elevation with parts in section and partsbroken away. Fig. 3 is a detail view of the cam-ring. Fig. 4 is a detailview of one of the governor-balls and its arms. Fig. 5 is a longitudinalsection of the crank-shaft and its hub or sleeve, and Fig. 6 is a detailview showing the connection of the wedgeplate to the hub or sleeve.

Referring to the drawings, the letter a indicates a valve-casing of anordinary engine mechanism, into which steam is admitted either from thetop or side, as desired. This valve-casing is provided in its bottomwith the usual channels I) and c, respectively,which lead to thecylinder below, (not shown,) and with an exhaust-channel d. Within thevalvecasing is the usual valve 6, which is adapted to connect either ofthe channels leading to the cylinder with the exhaust-channel. Extendingfrom the valve and through one end of the valve-casing is the valve-rodf. Passing through the outer end of this valve-rod is a bolt g, saidbolt carrying an antifrictionroller h, which rides in a slot 71 in aplate j for the purpose of keeping the valve-rod in a central position.The bolt g also passes loosely through a rod 70. The outer end of therod is is loosely connected to a link Z by means of a bolt m, said boltalso carrying an antifrictioninner circumference of the ring.

roller n, which rides in an elongated slot 0, formed in a saddle-plate12, said slot being preferably curved. The opposite end of the link Zarticulates with one end of a mediallypivot-ed lever q, said lever beingpivoted on a bolt 0" to a plate .9. The free end of the lever q carriesan antifriction-roller t.

The letter it indicates the ordinary crankshaft of an engine mechanism,said shaft having mounted on one end thereof the usual crank-disk'u,-which is connected to the piston-rod (not shown) of the cylinder bymeans of the usual pitman. (Not shown.) As is well understood in thisclass of mechanism, the reciprocation of the piston in the cylindercauses the rotation of the crank-shaft.

Mounted loosely on the crank-shaft is along hub or sleeve w, which isheld against longitudinal movement on the shaft by means of collars x w.Surrounding the hub or sleeve centrally is a ring y, said ring providedwith a peripheral groove 2, in which the antifriction-roller i of thelever q fits. Extending from diametrically opposite points of the hub orsleeve are bosses l 1, and into these bosses are fitted pins 2 2, theouter ends of said pins being pointed or conical to engage conicalrecesses at diametrically opposite points of the By thus mounting thering upon the hub or sleeve said ring may be readily turned upon thepivot-pins 2 to a more or less oblique plane. The pins are preferablythreaded, and jamnuts 3 3 are turned thereon against the outer ends ofthe bosses 1. Other nuts 4 4 also engage the threads and are adapted toadjust the pins' so as to take up any wear at the conical ends thereof.

Upon opposite sides and near opposite ends of the hub or sleeve arearranged plates 5 5, which are slidingly fitted to said hub. Thissliding engagement is preferably secured by providing the inner edges ofthe plates with T-heads, as most clearly shown in Fig. 6, said headsengaging grooveways in the hub, the said grooveways being advisablyformed by securing to the hub the angle-plates 6 6. Each plate 5 is alsoformed with an oblique elongated slot 7.

Projecting from diametrically opposite points of the inner circumferenceof the ring y are lugs 8 8 and 8 8. Each set of lugs is intersected by abolt 9. These bolts respectively pass through the oblique slots 7.Bearing against the inner end of each plate 5 is a coiled spring 10. Thetension of the springs may be adjusted by means of screws 11 11,engaging threaded openings in lugs 12 12, projecting from the hub orsleeve. The ends of these screws are provided with heads or enlargementswhich take the bearing of the ends of the springs. By turning thesescrews in the proper direction it is evident that the tension of thesprings may be readily regulated.

Pivoted to diametrically opposite points of the hub or sleeve and nearopposite ends thereof are governor-arms 13 13 and 13 13, said armscarrying at their outer ends the governor-balls 1 1 14. Near their outerends the governor-arms are intersected by pins 1.5 15, upon which aremounted rollers 16 16, said rollers adapted to bear against the outerends of the plates 5 5.

I also provide mechanism for reversing the travel of the valve 6 on itsseat, and thereby correspondingly reverse the travel of the engine. Thisconsists in providing the crankshaft with a long groove or recess 17, inwhich is slidingly fitted a bar 18, said bar being seated in the recessso that its face is flush with the circumference of the shaft. Extendingfrom two different points of this bar are pins 19 19, which pins engageoblique grooves 20 20, disposed in the hub or sleeve and extendinghalf-way around said hub and at the required angle to admit of the ringy being reversed half around the shaft. The groove or recess 17, it willbe understood, is long enough to admit of the bar 18 being moved therequired distance to reverse the cam. Fitted to the shaft u and alsoconnected to the bar 18 is a collar 21. The numeral 22 indicates amedially-pivoted forked lever. The arms of the fork straddle the collar21, and said fork-arms are provided with inwardlyextending pins 23 23,which engage upon opposite sides of the collar. (See Fig. 5.) By thisarrangement the collar is permitted to revolve freely with the shaft,and yet at the same time when the lever is moved the pins 23 are causedto engage the collar, and hence move the bar longitudinally. In theoperation of this reversing mechanism when the lever 22 is moved to theright or left the collar 21 and the bar 18 attached thereto arecorrespondingly moved to the right or left, and as the pins 19 of thebar are engaged with the oblique grooves 20 of the hub the said movementof the lever will necessarily cause the hub, and consequently the ringy, carried thereby, to be reversed on the shaft u, and this of coursewill reverse the travel of the valve 6 on its seat, and thereforecorrespondingly reverse the travel of the engine.

While I have herein shown and described the specific form of reversingmechanism above set forth, yet I do not wish to be understood asrestricting myself thereto, inasmuch as any other desirable form ofreversing mechanism in order to suitdifferent makes of engines may beemployed in connection with the other features of my invention.

In explanation of the operation of the invention it is to be stated thatwhen the shaft u is revolved the ring y is revolved therewith, and thiscauses the medially-pitoted lever q to move from right to left, and asthis lever is connected to the con necting-rod by the link Z, andconnecting-rod 7c in turn is connected to the valve-rod f, the antifrictionroller n is forced to travel in the slot 0. When the ring 3/ isat a certain obliquity, the valve will travel its full strokei. 6., willopen the ports to their full width. If now the speed of the enginebecomes too great, the governor-balls 14 will fly outwardly, and byreason of the rollers 16 bearing against the ends of the plates 5 saidplates will be forced toward the lugs 12 against the tension of thesprings 10, and as the bolts 9 extend through the oblique slots 7 thering 1 is necessarily moved to a more upright position, and consequentlythe throw of the lever q, the link Z, the connecting-rod It, thevalve-rod f, and in turn the valve 6 decreases, and consequently thespeed of the engine is thus decreased. After the speed is decreased to acertain extent the governor-balls move inwardly and the springs 10 forcethe plates 5 back toward their normal position, and the ringy is therebycarried back to a more oblique position, thus again increasing thethrow.

It will be understood that the arrangement of the ring y at an obliquityon the hub to virtually constitutes said ring a cam. While I prefer thatthe lever q should be operated by a cam of the specific constructionherein shoWn-viz., a ring arranged obliquely on the hubyet I do not wishto be understood as restricting myself specifically thereto. Ifurthermore do not Wish to be understood as restricting myself to thespecific form of governor herein shown and described, inasmuch asmodifications and variations in the construction thereof may be madewithout departing from the spirit and scope of my invention. I may alsoin some instances, in order to economize room, dispense entirely withthe link Z. In such case the hub or sleeve is moved on shaft u so thatthe pins 2 2 are in line with the center of the elongated slot 0.

What I claim as my invention is 1. In a valve-gear, the combination of avalve-casing, a valve therein for regulating the ports leading to andfrom the cylinder, a valve-rod extending from the valve, aconnecting-rod pivoted to the valve-rod, a plate provided with anelongated slot in which the end of the connecting-rod works, acrankshaft, a lever actuated by the crank-shaft, a connection betweenthe lever and the connecting-rod, and governor mechanism actuated by thecrank-shaft and connected with the valve-operating mechanism, andadapted to regulate the throw of the valve.

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2. In a valve-gear, the combination of a valve-casing, a valve thereinfor regulating the ports leading to and from the cylinder, a valve-rodextending from the valve, a connecting-rod pivoted at one end to thevalverod, and carrying at its opposite end an antifriction-roller, aplate provided with an elongated slot in which the antifriction rollerworks, a crank-shaft, a lever actuated by the crank-shaft, a connectionbetween the lever and the connecting-rod, and governor'mechanismactuated by the crank-shaft and connected with a valve-operatin gmechanism,and adapted to regulate the throw of the valve.

3. In a valve-gear, the combination, of a valve-casing, a valve thereinfor regulating the ports leading to and from the cylinder, a

valve-rod extending from the valve, a con-- necting-rod pivoted to thealve-rod, a plate provided with an elongated slot in which the end ofthe connecting-rod works, a crankshaft, a lever actuated by thecrank-shaft, a link connecting said lever with the connecting-rod, andgovernor mechanism actuated by the crank-shaft and connected with thevalveoperating mechanism, and adapted to regulate the throw of thevalve.

4. In a valve-gear, the combination of a valve-casing, a valve thereinfor regulating the ports leading to and from the cylinder, acrank-shaft, a hub mounted on the crankshaft so as to revolve therewith,a cam pivotally mounted on the hub so as to rotate therewith but adaptedto be thrown on its pivots to a more or less oblique position, a leverhaving one end engaging the cam, connections between the lever and thevalve and governor mechanism acting on the cam so as to throw the sameat a more or less oblique plane depending upon the speedof the engine,and thereby regulating the speed of said engine.

5. In a valve-gear, the combination of a valve-easing, a valve thereinfor regulating the ports leading to and from the cylinder, acrank-shaft, ahub mounted on the crankshaft so as torevolve therewith, acam pivotally mounted on the hub so as to rotate therewith but adaptedto be thrown on its pivot to a more or less oblique position, said camhaving sets of lugs extending from opposite points thereof, wedge-platesslidingly mounted on the hub, bolts passing through the sets of lugs andengaging the wedgeplates, a lever having one end engaging the cam,connections between the opposite end of said lever and the valve,governor mechanism adapted, when the speed of the engine becomes toogreat, to actuate the wedgeplates in a direction to turn the cam to amore upright position, and means, when the speed of the engine becomesreduced, for turning the cam back toward its former position, and at thesame time returning the wedge-plates to their normal position.

6. In a valve'gear, thecombination of a valve-casing, a valve thereinfor regulating the ports leading to and from the cylinder, acrank-shaft, a hub mounted on the crankshaft so as to revolve therewith,a cam pivotally mounted on the hub so as to rotate therewith but adaptedto be thrown on its pivots to a more or less oblique position, said camhaving sets of lugs extending from opposite points thereof, platesslidingly mounted on the hub, said plates provided with oblique slots,bolt-s passing through the sets of 'lugs and through the oblique slots,a lever having one end engaging the cam, connections between theopposite end of said-lever and the valve, governor mechanism adapted,when the speed of the engine becomes too great, to actuate thewedge-plates in a direction to turn the cam to a more uprightposition,and means, when the speed of the engine becomes reduced, forturning the cam back toward its former position, and at the same timereturning the wedge-plates to their normal position.

7. In a valve-gear, the combination of a valve-casing, a valve thereinfor regulating the ports leadingto and from the cylinder, a

crank-shaft, a hub mounted on the crankshaft so as to revolve therewith,a cam pivotally mounted on the hub so as to rotate therewith but adaptedto be thrown on its pivots to a more or less oblique position, said camhaving sets of lugs extending from opposite points thereof, platesslidingly mounted on the hub, bolts passing through the sets of lugs andengaging the wedge-plates, a lever having one end engaging the cam,connections between the opposite end of said lever and the valve,governor mechanism consisting of sets of arms pivoted to the hub, eachset of arms carrying at its outer end a governorball, and each set ofarms also having an antifriction-roller mounted therebetween,the saidrollers adapted, when, the speed of the engine becomes too great, to actagainst the wedgeplates and force said plates in a direction to turn thecam to a more upright position, and means, when the speed of the enginebecomes reduced, for turning the cam back toward its former position,and at the same time returning the wedge-plates to their normalposition.

8. In a valve-gear, the combination of a valve-casing, a valve thereinfor regulating the ports leading to and from the cylinder, a crank shafthaving a longitudinal recess therein, a bar fitting in said recess, saidbar provided with a projecting pin or pins, a hub mounted on the shaftso as to rotate therewith, said hub provided with an oblique slot orslots which the pin or pins engages or engage, a cam mounted on thecrank-shaft, a lever having one end engaging the cam, connectionsbetween said lever and the valve, and means for moving the rodlongitudinally.

In testimony whereof I affix my signature in presence of two witnesses.

OSWALD JACKSON.

Witnesses: O. D. BRADLEY, H. H. MONTGOMERY.

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